Suspended Transport System

ABSTRACT

A system involving a machine designed to travel along a suspended track. An electronic safety system working in conjunction with mechanical components allows for multiple machines to operate simultaneously on the same track. A specific configuration of mechanical components provides for several capabilities, high speed turns, track switching, and the use of an external power source.

CROSS-REFERENCE TO RELATED APPLICATIONS

-   Patent Number: U.S. Pat. No. 8,156,873-   Filing Date: Aug. 3, 2006-   Relation: Overhead rail machine that travels on a track, and is    powered by a human.-   Patent Number: U.S. Pat. No. 5,709,154-   Filing Date: Nov. 26, 1996-   Relation: Motorized machine traveling on an overhead track which    carries a human.-   Patent Number: U.S. Pat. No. 5,461,984-   Filing Date: Oct. 31, 1995-   Relation: Human powered machine which rides on top of a rail.-   Patent Number: U.S. Pat. No. 4,911,426-   Filing Date: Jan. 7, 1988-   Relation: Exerciser system, suspended from a horizontal trapezoid    frame.-   Patent Number: U.S. Pat. No. 639,778-   Filing Date: Jan. 19, 1899-   Relation: Bicycle like machine which travels on a rail.-   Patent Number: U.S. Pat. No. 3,192,872-   Filing Date: Nov. 15, 1963-   Relation: Suspended machine which travels on cables.-   Patent Number: U.S. Pat. No. 4,548,136-   Filing Date: Sep. 2, 1983-   Relation: Track-traveling four-wheeled human powered vehicle.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention concerns machines suspended from an overheadtrack. The specific design characteristics of the present inventionallow said machines to travel along the length of said track in anefficient, safe and controlled manner. Applications of the presentinvention may pertain to multiple industries, including but not limitedto: recreation, amusement/entertainment, fitness,transportation/shipping, and rehabilitation.

The present invention combines a variety of components within a uniquebox channel track profile. The design presented herein allows a machineto travel the length of said track at extremely high rates of speedwhile controlling centrifugal forces with the use of a dampening systemwhich is dependent upon the unique component layout with said track.High rates of speed are achieved by means of a unique electric powersource which is fixed to the inside of said track in a way that iscompletely new. This power source or hot rail construction allows forextremely high amperage draw for extended periods of time. There issimply nothing comparable on the market related to linear electricalcontact transmission that allows for high amperage combined with a smallprofile capable of being fixed to the inside of a steel tube or track.

Furthermore, the present invention enables said machines to switch toand from a plurality of suspended tracks while traveling at high ratesof speed. The technology presented enable said machines to operateindependent of one another while being overseen, and or controlled, byan electronic safety system. The unique parameters of this wirelesssafety and control system separate the current invention from allrelated art concerning the use of a track carrying machines which moveindependent of one another. This idea of a computer controlled tracksystem carrying independently moving machines could be referred to whatsome call a physical internet. This idea has existed for many years, buthas never been executed in a way that addresses all potential issues ina practical and useful way. Wireless radio signals have also been usedto control objects moving on a track. Never before has a transportsystem been designed that orchestrates the vast array of data receivedfrom sensors while applying the unique hierarchy of parameters presentedherein.

The present invention, when used in such applications as physicalfitness, is configured in such a way that a human being riding on saidmachine must move controls bearing a variable amount of resistance. Saidcontrols may include but are not limited to: pedals, pull cords, orlevers. These controls are subsequently linked to said machines electricdrive system via voltage carrying wires and the use of an electricgenerator and or amplifier corresponding with the mechanical action ofsaid controls. The system presented herein provides a fun, exciting, andsafe way to exercise, site see, or simply get from point A to point B.

It is widely known that monorails, enclosed tracks, and switchingmechanisms for this type of track have existed for hundreds of years,therefore, the basic concept is unpatentable. The specific workingsdescribed herein provide concrete solutions to the engineering hurdlesone is faced with when creating a system which performs as described inthe present invention. Furthermore, it is only the present day that anadvanced wireless safety system can be implemented as described in thepresent invention. Proper research and testing of key components simplydid not exist more than ten years ago. RFID tags, readers and wirelesstransmission systems capable of meeting the demands needed to make thissystem operate safely have now been tested and can be relied upon as aviable solution.

Specific proportions and relationships between components are theprimary points of interest concerning the present invention. The scaleof the present invention is not limited to the scale of the examples andlayouts depicted in the drawings herein. In other words, a track profileof 10 inches tall and 8 inches wide capable of moving machines at 35 mphwill operate the same way, with the same relative proportions, as atrack measuring 25 inches tall and 20 inches wide capable of movingmachines at more than 75 mph. It is the relationship between componentsthat make the configurations work as one complete system with very fewcompromises.

The majority of my designs in the present invention have all been builtand tested to the fullest in a private facility. A real world workingmodel does exist, thus proving the effectiveness and undeniableusefulness of everything presented in my invention titled “SuspendedTransport System”.

2. Description of Related Art

There are several examples of prior art related to a suspended track orcable system by which a machine is claimed to travel. As mentionedabove, enclosed tracks and enclosed track switches date back to theearly 1800's. These systems were used in ship yards and as a method fortransporting goods within a warehouse. It should also be noted thatsolid evidence exists proving the use of patron carrying machines whichuse a mechanical means of propulsion similar to that of a bicycle.Photographs of similar contraptions can be found dating back to the late1800's. The examples of prior art do exhibit the same overall concept asthe present invention shown in FIG. 1. It is the specific mechanical andelectrical technology of the present invention that allows the system tooperate in an entirely new way.

Many problems arise while prior art is being operated. Such problemsinclude safely exiting from and merging onto tracks carrying multiplemachines. Other problems include traffic congestion caused by varyinglevels of physical ability, and dampening the pendulum-like movementcreated by centrifugal forces when traveling on a curved track.

It is very important to make special note of the Hotchkiss BicycleRailway. This was a suspended steel girder which spanned from MountHolly to Smithville in New Jersey, USA. This railway used a bicycle likecontraption which hung from the steel girder. The pedals were directlymechanically connected to the drive wheels via chain. This system wasinvented by Arthur E Hotchkiss, and built in 1892. Many photographsexist of this system. Hundreds if not thousands of people witnessed andexperienced its operation, as it was the centerpiece for a large fairtaking place in New Jersey. The railway has long since been torn downand its existence nearly forgotten.

Despite this important fact of American history several entrepreneurshave filed patents for this very broad concept involving a suspendedbicycle like contraption which propels itself along an overhead tracksystem. Due to lack of knowledge and inadequate research some of thesepatents making very broad claims have been granted. Many of the patentslisted in the research provided herein make mention of componentssimilar to those presented in the present invention. Most of these canbe disregarded as having completely different concepts, but usingsimilar parts such as a track, wheels, motor, pedals, etc. Two patentsin particular stand out as having similar concepts to the presentinvention. These patents are U.S. Pat. No. 8,156,873 and U.S. Pat. No.5,709,154.

U.S. Pat. No. 8,156,873 uses a direct mechanical connection to the drivesystem. This system is exactly like that of Mr. Arthur E. Hotchkiss. Mr.Scott B. Olson only makes mention of very ordinary bicycle likecomponents. Also, all drawings and descriptions contained within U.S.Pat. No. 8,156,873 are extremely vague. Therefore, it is reasonable tobelieve that a person of very little mechanical knowledge could combinethe basic workings of a bicycle and an overhead track much the same waythat's presented in Scott Olson's “Rail Bike” invention. Other than theobvious lack of important details, this direct drive configuration lendsitself to many problems. Patrons riding such machines must exhibitadequate physical strength, or risk backing up traffic coming frombehind. The mechanical configuration also limits the ability for asafety system to override said patrons decisions. This is especiallyapparent when two tracks are merging into one. The prior art leavesextremely dangerous situations in the hands of human abilities,awareness, and common sense. Furthermore, the prior art does notproperly address the mechanical hurdles present in switching a machinefrom one track to another at an acceptable or practical rate of speed.In fact, said Rail Bike patent does not exhibit any viable mechanicaltechnology necessary for making such claims.

U.S. Pat. No. 5,709,154 claims the use of a motor driving a humancarrying machine on an overhead track. It is important to note thedifferences between the present invention and the prior art explained inMr. Fred Schott's invention. The prior art mentions the use of a powersource or battery located within the drive assembly (column 15, line15). The prior art makes no mention of an electrical supply found withinthe track itself. The present invention addresses this shortcoming bycreatively attaching electrical elements within the track. Theelectrical supply can then be powered through various means including,but not limited to wind power, solar power, geothermal power, etc. Thiselectricity generated into the track is then transferred to themotor/drive system by means of conductive brushes or rollers.

Fred Schott's invention is a machine specifically designed for slowtravel on a variety of steep grades . . . hence the toothed trackconstruction. While this design makes sense for the applications notedin said Schott patent it does not address the issues related to thepresent invention. These issues being: High speed coasting where the useof a free wheel or clutch bearing is desirable. Also, high speed brakingwhere the use of hydraulic disc brakes might be desirable, and acomputer controlled safety system that may override a patrons commandsin order to avoid collisions and other potentially dangerous situations.

It would, Therefore, be advantageous to provide a system that overcomesthese additional shortcomings of the prior art.

Please note: I, Sean Horihan, signed an assignment for patent:

“Suspended Recreational Vehicle”, filed Oct. 20, 2011 with the UnitedStates Patent and Trademark Office, thus further identified by AttorneyDocket No. 2011-4818.CIP; and Skyride Technology, Inc., a corporationorganized and existing under the laws of the state of Delaware. I was tobe listed as a co-inventor . . . however; A letter to rescind myassignment regarding this patent was sent to Haugen Law Firm PLLP. Thiswas done under my own request for what I feel to be extremely unethicalbusiness practices of one Scott B. Olson. The continuation material tothe Oct. 20th filing was indeed my contribution. This material includesa more detailed working construction of the mechanical drive system aswell as the track switching mechanism. The present invention does notuse any technology from the Apr. 17, 2012 Patent No.: U.S. Pat. No.8,156,873. There is simply nothing of value contained in the patenttitled “Rail Bike”. Scott Olson is a person who had an idea to fly tothe moon, but no-idea of how to actually get there. Having this ideadoes not make him the inventor of the Apollo 11 spacecraft.

Please note: Haugen Law Firm submitted the continuation by orders ofScott B. Olson. This was done before my editing and my approval. Thedrawings and descriptions for the switch track mechanism submitted inthe CIP are therefore incorrect. The drawings and description ofoperation concerning the switch track door in particular are verymisleading as they simply do not make sense mechanically. Yes, thedrawings and text in the CIP of said Rail Bike patent are based on myoriginal designs. The attorney processing these designs did not fullyunderstand the mechanical workings of my designs, therefore drawings anddescriptions are incorrect. The present invention uses many new conceptsdescribed in a way that both makes sense and mechanical work in reality.The majority of my designs in the present invention have all been builtand tested to the fullest in a private facility. A real world workingmodel does exist, thus proving the effectiveness and undeniableusefulness of everything presented in my invention titled “SuspendedTransport System”.

It is my intention to separate myself and my work from U.S. Pat. No.8,156,873. It is for this reason that I have abandoned the mechanicaldrive assembly, for what I feel to be a much better, and saferelectrical system. Said electrical system does not infringe on ScottOlson's U.S. Pat. No. 8,156,873.

SUMMARY OF THE INVENTION

The present invention provides a system by which machines carryingpeople or cargo are allowed to move quickly and efficiently along anoverhead suspended track. An enclosed “box channel” type track havingspecific dimensions houses carriages which roll inside said track. Thetrack has a specific cross-sectional profile with an opening on thebottom side providing a space at which to couple said carriages to amachine hanging below said track. The track profile also allows for anumber of wheels to be precisely placed on said carriages. The relationof these components to one another is the primary focus of theinvention.

The system can be motorized or propelled by gravity without the need fora motor. In the case of the motorized version, an electric motor islinked to load wheels on said carriage. This linkage may be accomplishedby means of belt, chain, gears, or other type of power transmission.Said motor is provided with electrical current via specially designedhot rails fixed to the inside of said track. Electrical current istransferred from said hot rails to said motor via conductive brushes orrollers.

On the motorized version, a programmable speed control is linked to aninterface, and thereby controlled by persons riding in said machine.Said interface involves a variety of moving parts, switches, buttons,touch screens, etc. Said moving parts may be contraptions designed tomove in relation to the human body, much like machines found in a gymdesigned for exercise, e.g., pedals, pull cords, levers, etc. However,it is important to note that these pedals, pull cords, levers, etc. donot have a direct mechanical connection to the drive wheels. Thesemoving parts are merely controllers of the motor via electricalcircuitry. This design is what separates the present invention fromprevious inventions which incorporate things such as pedals, pull cords,levers, etc. It is also this “fly by wire” type of design that allowsfor the unique control and safety systems.

Through the use of radio frequencies, persons having a proper interfaceto a central processing unit (CPU) may directly control said machine inreal time, or program said CPU to control the machines based on a seriesof parameters. Said parameters are configured through data received viasensors placed on said track and wheel sensors describing wheel rotationover time. A reader fixed to each machine passes by said track sensorsand therefore gains data describing said machines physical location aswell as average speed, acceleration rate, and deceleration rate betweenany two known locations. A more precise unit of measurement is obtainedvia said wheel sensors. Wheel sensor information is critical forcontrolling machines when changes in speed occur between any two tracksensors. This data is transmitted back to said CPU via radiofrequencies. This system allows the programmed software and CPU to makedecisions based on a series of parameters. The CPU, Therefore, has realtime control of the speed and location of said machines.

A braking system is linked to said machine and CPU much the same way asthe motor. Brakes inside the track apply friction to said load wheelsvia adequate braking mechanism. Brakes are also controlled by patronsriding said machines via brake lever. However, the CPU or authorizedpersonnel yielding the proper interface may engage or disengage thebrakes at any time. This action overrides the action of the patrons.

Said braking system may be all that is required for track configurationsdesigned to use gravity for propulsion. Gravity only configurationswould most likely be built on a slope or mountain. These configurationsrequire the use of an uphill assist mechanism. The uphill assistmechanism consists of specially designed parts made to fasten to saidtrack. These parts allow a drive line or cable to engage said machine,thereby pulling said machine up the hill under the power of drive linemotor or crank.

A specially designed track switching mechanism is a key element of thepresent invention. The switching mechanism allows said machines to“switch” to a plurality of different tracks. The switching mechanism,therefore, provides for endless track configurations, much like that ofa train track system. Said switching mechanism is controlled both bysaid patrons riding in said machines, and also by the computercontrolled safety system involving said CPU. This system provides a safeefficient way for multiple machines to move independently of one anotherwhile switching to and from a plurality of tracks. The idea is that allappropriate sensors, software and interfaces are in place to programeach track layout to follow practical guidelines regarding traffic andsafety.

A key element of the present invention is the way the lower guide wheelsof the drive system/carriage roll on the flange feature of the trackprofile and the upward flange found on both sides of the switch trackdoor. This type of transition between track and door is not found on anyother track switch mechanisms designed for vehicles which hang from anoverhead track. This unique transition is what makes a curved entranceand exit possible.

This is a suspended transport system, so it is therefore important todescribe the method by which said track may be suspended. It isreasonable to think that there are an infinite number of methods tosuspend a track of this type. It is important to consider the mostpractical methods when defining the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the suspended transport system. This isa completely hypothetical layout of the components described herein.

FIG. 2 is an isometric view showing both a cross-sectional view of thetrack system as well as a cutaway exposing the drive system within thetrack. A simplified view of a machine comprised of a frame, pedalassembly and seat is also pictured. This view focuses on the front drivesystem and the method by which the drive system is coupled to saidmachine.

FIG. 3 is a cross-sectional view of the track system and severalcomponents which operate within the confinements of the track profile.Components such as hot rails, drive system/carriage and incline assistmechanisms can be seen in this view.

FIG. 4 shows a perspective view of the hot rail and its components.

FIG. 4 a is a cross-sectional view of the hot rail. This view also showsthe method by which the hot rail is attached to the track.

FIG. 5 is a perspective view of the track switching mechanism. This viewshows the preferred pneumatic actuator placement and door hingelocation.

FIG. 6 is a top view of the basic track switch shape. This view bestdescribes the correlation between the track itself and the switch doorhoused within the track. This drawing shows the switch in a straightposition. The switch door has been darkened for better clarity and toaid the viewers' understanding of the basic switch operation.

FIG. 7 is a variation of FIG. 6. This is also a top view of the basicswitch track shape. In this view the track switch door is in the curvedexit/entrance position.

FIG. 8 is a side view of the track switch mechanism. This view shows thebasic components and their layout with respect to the side profile ofthe track system.

FIG. 9 is a cross-sectional view of the track switch and drivesystem/carriage. This view is a cross-section at the location of thepneumatic actuator. This location best describes the relation betweenthe track switch door and the wheels of the drive system/carriage. Thehinge and upper frame member of the machine are shown attached to thedrive system/carriage. Brake disc and caliper location are alsodescribed in this view.

FIG. 10 is a perspective view of a track section showing the method bywhich it is attached to a support structure or tower. This drawingclearly defines the track construction as well as brackets and U-boltplacement on a tower connection.

FIG. 11 is a support structure or tower variation comprised of a singleroll bent pipe. A cross-section of the track and connecting hardware isshown for better understanding the system.

FIG. 12 is a variation of FIG. 1 1. This drawing describes a simple wayof using a standard part (FIG. 1.1) and varying its height with theaddition of a large pipe fixed to the base. The note X′+Y′, seen on thevertical measurement, describes X as a standard part with the additionof Y (the large pipe at the base). The use of such designs greatlyreduce engineering and construction costs.

FIG. 13 shows a tower variation using a roll bent pipe to offset thetrack from the footing. This drawing also uses a standard roll bent topsection (X) and a non-standard base pipe (Y) to maintain structuralintegrity over a wide range of heights while keeping costs to a minimum.

FIG. 14 is a tower variation where more support is requiredperpendicular to the track, such as in the middle of a turn. Thisdrawing shows a footing with a very wide stance and a sail like supportmember made of plate steel. This system also uses standard parts. Thestandard part in this scenario is the radius at which the pipe is bent.The length at which the pipe is cut is the variable.

FIG. 15 shows an aesthetically pleasing and cost effective way tosupport two tracks running parallel with one another.

FIG. 16 shows a support structure having two parallel tracks. Thisvariation can be extended to great heights with the addition of largersupport pipes added to the base.

FIG. 17 is a support structure comprised of a roll bent archway. Thisdrawing shows four tracks running parallel with one another. All tracksare fixed to the same archway.

FIG. 18 shows another application or method of supporting the suspendedtransport system. In this drawing a suspension system is used. Thisdesign proves cost effective and necessary for spanning very largedistances.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a hypothetical layout of the suspended transportsystem. Support structures 400 rigidly hold the track 10 in theappropriate position as designed in a track layout. The supportstructures 400 can be made out of a multitude of materials as long asthey are capable of supporting the track 10. The support structure 400shown in the drawing would likely he made of steel. A weldment comprisedof plate steel and roll bent pipe bolted to a concrete footing is aneffective way to support the track 10. It is reasonable to think that asupport structure made out of similar steel components could be fixed tothe ceiling of a building, thereby hanging the track 10 indoors. FIG.11-18 provide a handful of possibilities as well as useful manufacturingpractice concerning the design of support structures 400. A couplingassembly 315 is used to attach the track 10 to the support structures400. This coupling assembly 315 is shown in detail in FIG. 10. Similarto the support structures 400, the coupling assembly 315 could beconfigured a multitude of ways without effecting the performance of thepresent invention. The coupling assembly 315 described herein provides asimple cost effective solution while exhibiting several other positiveattributes.

The track switch mechanism 205 is a structure which utilizes a pneumaticor hydraulic actuator to move a door fixed to a hinge within thestructure housing. The track switch mechanism 205 allows machines 115 toswitch off one track 10 and onto another. The track switch mechanism 205is described in further detail in FIG. 5-9.

A cowling 117 a and 117 b is a decorative and functional cover whichserves many purposes. Cowling 117 a serves the purpose of protecting andconcealing mechanical and electrical equipment as well as providing asleek and aerodynamic shape. Cowling 117 b shows a variation which fullyencloses the patron inside a clear capsule. Cowling 117 b is ideal foruse in inclement weather. Climate control devices can be utilized insidecowling 117 b. Cowlings 117 a and 117 b can be manufactured many waysusing a variety of materials. Cowling 117 b would likely be made out ofa transparent material such as acrylic or plexiglass. Cowling 117 bwould start as a flat sheet which would then be heated and formed usinga vacuum forming machine and a specially designed mold. Cowling 117 adoes not require the material to possess transparent qualities.Therefore, Cowling 117 a could be manufactured using reinforced resinmaterials such as fiberglass or carbon fiber. The materials for cowling117 a could be applied in sheets or sprayed on the inside of a femalemold. Both cowling 117 a and 117 b would be made to allow access toimportant mechanical and electrical equipment housed within.

FIG. 2 is an isometric view showing both a cross-sectional view of thetrack system as well as a cutaway exposing the drive system within thetrack. A simplified view of a machine comprised of a frame, pedalassembly and seat, is also pictured. This view focuses on the frontdrive system and the method by which the drive system is coupled to saidmachine.

An electric motor 50 is sized for appropriate torque, horsepower andelectricity consumption. The preferred motor type for this applicationis a brushless pancake type. The motor 50 must fit into the profile ofthe track system 10. The motor 50 is securely bolted to a chassis 20.The chassis 20 holds all drive system components in the proper position.The chassis 20 can be manufactured by casting aluminum using a mold. Thechassis 20 can also be machined from an aluminum extrusion possessingthe correct profile. The chassis 20 shown in the drawing is cut out offlat steel then bent into the proper shape using a brake press and die.This is a very cost effective way to make a strong complex structurehaving many attachment points and fixtures. Any way the chassis 20 ismade must allow for appropriate tolerances and strength needed to holdall components rigidly. The chassis 20 is the foundation for allcomponents making up the final drive system. A front view of the finaldrive system can be seen in greater detail in both FIG. 3 and FIG. 9.

A mechanical transmission method 51 is a component capable oftransmitting power from the rotating shaft of the motor 50 and the drivewheels 25. This problem may be accomplished with a series of gears,sprockets and chain, or with the use of a toothed belt. The mechanicaltransmission method 51 shown in the drawing is a toothed belt. A toothedbelt is a very desirable way to transmit power in this application. Thelow noise, light weight and high torque capabilities make the toothedbelt an ideal choice for the suspended transport system.

The upper guide wheels 30 are a pair of wheels mounted to the upperguide wheel swing arm 32. The wheels 30 are preferably made of aurethane or nylon type of material. A hard inner core made of aluminumhouses radial bearings inside the upper guide wheels 30. The upper guidewheels 30 are fixed to a shaft on either side of the upper guide wheelswing arm 32. The upper guide wheel swing arm 32 is fixed to the top ofthe chassis 20 with the use of a shaft or bolt acting as a hinge. Thehinge fixture positions the upper guide wheels 30 and their respectivecomponents so that the wheels 30 roll the length of the track 10. Theupper guide wheel swing arm 32 is moveable in a way as to vary thedistance between the upper guide wheels 30 and the top inside wall ofthe track 10. The angle of the upper guide wheel swing arm 32, andtherefore the distance between the upper guide wheels 30 and the topinside surface of the track 10 is adjusted by the use of a screw typeadjusting rod 35. The adjusting rod 35 is turned by hand or with specialtool to provide a fine adjustment of the distance between the upperguide wheels 30 and the top inner surface of the track 10. The purposeof adjusting this distance is to “lock” the drive system/carriage intothe track 10 so that it does not wobble or rock back and forth during aturn. When the drive system/carriage assembly is “locked” into the track10 the swing dampener 80 can then dampen the swinging of the machine 115in relation to the track 10. This is possible due to an arm attached tothe main hinge 70. This arm is attached to the portion of the hinge 70which is fixed to the drive system/carriage. One end of the swingdampener 80 is attached to the end of the arm extending from the hinge70 and the other end of the dampener 80 is attached to the frame 100with the use of a bracket or fixture. The swinging happens due tocentrifugal forces when traveling on a curved track 10. The main hinge70 is the axis at which the swing movement occurs. The swing dampener 80can be of the gas, fluid, or magnetic eddy current type. The drawingshows a linear dampener 80. It is possible to install the rotary typealong the axis of the main hinge 70. A rotary style dampener would servethe same purpose and would offer a much smaller profile, but would be atthe expense of a much higher manufacturing cost.

The hot rails 11 are attached to the upper inside corners of the track10 with the use of screws fitted from the outside of the track 10. Aspecial tool is used to install the hot rails 11 after the two halves ofthe track 10 are welded together along the top seem. The construction ofthe hot rails 11 can be seen in detail in FIG. 4 and FIG. 4 a. In thisdrawing you can see electrical contact brushes 60 which are in contactwith the hot rails 11 at all times. These brushes 60 are similarmaterial to the contact brushes on a modern light rail train. It isimportant to have more than one contact brush 60 on each side of thedrive system. Using more than one brush 60 per hot rail 11 allows theelectrical current to be passed from one to the other when passing overelectrical connections in the hot rails 11 and also large gaps in thehot rails 11 which are unavoidably present in a track switch assembly.The brushes 60 conduct all electricity needed to power the electricalsystems on the machine 115 including the drive motor 50, lights,computer circuits, reader, transmitter, receiver, backup batterycharger, etc.

The track sensor 12 is placed on the wall of the track 10. The tracksensor 12 is preferably of the passive proximity type with a very fastread rate. The sensor 12 is fixed to the steel track 10 using smallscrews, rivets, or strong adhesive. It is important to place the sensor12 in a place where it is least likely to be struck by the drivesystem/carriage. In the drawing it is located near the bottom side wallof the track 10. This location is preferred because the lower guidewheels 40 keep the lower portion of the drive system/carriage in a verystraight and predictable path.

The lower guide wheels 40 are made of much the same materials andcomponents as the upper guide wheels 30. There are two lower guidewheels 40 per drive system/carriage. These wheels 40 are fixed to shaftsprotruding from the bottom side of the chassis 20 and rotate on thevertical axis. The diameter of the lower guide wheels 40 must be lessthan the width of the slot 10 a in the bottom of the track 10. Thesewheels steer the drive system/carriages down the length of the track 10.The yaw of the drive system/carriage pivots on a vertical axis swivellocated between the chassis 20 and the main hinge 70. The lower guidewheels 40 rotate different directions depending on the side of the slot10 a which they are touching. It may seem like a bad design to allow thewheels 40 to keep changing directions, but extensive testing provedotherwise. In fact, when using the right durometer of material, the wearpatterns were insignificant. The lower friction due to less moving partsand lower costs compared to a system using more wheels make it anobvious design decision. The reason this works well is partly due to thesmall moment of inertia because of the small wheel diameter. On largertracks requiring larger wheels it is likely advantageous to use fourlower guide wheels per drive system/carriage. This is a simple variationthat will keep all lower guide wheels spinning one direction at alltimes.

The bumper assembly 105 consists of two main parts. The shock absorber106 is mounted to the front of the frame 100 and as close to the axis ofthe main hinge 70 as possible. The shock absorber 106 is of the one waydampening type. The fluid inside the dampener should only effect thepiston on the return stroke. Only the spring should apply resistance onthe compression stroke. The shock absorber 106 is also the type wherethe shaft is not allowed to rotate. Many styles of this type exist. Thedrawing shows a pin and slot style. I prefer this for its light weightand low profile. The vertical bumper 107 is mounted to the front of theshock absorber 106. The reason the bumper 107 is mounted vertically isso that the machines 115 intersect each other when climbing hills orgoing around tight turns. The bumper 107 is made of a durable urethane.

The pedals 90 are like that of a bicycle. In this drawing the pedals 90are coupled to a small generator 57 using a large pulley 93 and belt 94.The pulley 93 is preferably made of a light weight material such asaluminum, plastic, or carbon fiber. The belt 94 should be one withadequate grip such as a multi-groove belt or toothed belt to preventslippage. The generator 57 sends a variable voltage to a speed controlunit 55. The speed control unit 55 is calibrated and programmed toaccept the signal coining from the generator 57. The generator 57 servestwo purposes; one, is to provide resistance to the pedals 90, and two,is to send a variable signal to the control unit 55. The control unit 55will send a signal directly to the motor 50 unless an override commandis sent from the CPU based on a multitude of track safety parameters.The drawing shows a pedal machine 115 which uses a generator 57 as ameans of resistance and circuit control. In the case of a weighttraining machine configuration which uses reciprocating motion it is notdesirable to use a spinning generator. A weight training machine wouldrequire a simple amplifier linked to a lever arm. When the patron movesthe lever arm a variable signal is sent to the control unit 55.Resistance to the lever arm would be applied through a mechanical meanse.g., springs or compressed nitrogen linked to a variable mechanicaldisadvantage lever or pulley system. These variations are simplyapplying the type of weight machines commonly found in gyms that don'tuse physical mass as their means of resistance to the present inventionsspeed control system. Obviously it is preferred to use springs orcompressed nitrogen cylinders for resistance rather than stacking 300lbs of weight on a suspended transport system machine. Regardless of themethod of creating the speed control signal, the operation of themachine 115 and how it relates to the suspended transport system remainsthe same.

The lap restraint 180 is a safety system similar to that found in manymodern roller coasters. The lap restraint system 180 is speciallydesigned to be extra ergonomic and not impede on the patrons movementwhile operating the machine 115. The padded covering 182 is made of adurable and extremely flexible foam rubber. The pads 182 fit over ametal frame 181 which has an arm extending down to a rotating lockmechanism 170. This lock mechanism 170 contains a one way ratchet whichcan only be released when the lock release arm 175 is pushed upwards. Adesignated loading dock where patrons enter and exit the machine 115would have a raised floor as to push the lock release arm 175 upwards.This system keeps patrons restrained in the machine 115 the entireduration of the ride. On a machine variation where the patron is fullyenclosed by a structure it is likely a locking door on the enclosure anda standard automobile seat belt would provide adequate safety.

A handle bar assembly 160 is comprised of a metal tube which is formedto a shape which provides the most comfort and control for the patron.In this drawing the handle bar assembly 160 extends from behind therecumbent seat 150. In this variation the handle bar assembly 160 wouldbe linked to the lock release arm 175. When the lock release arm 175 ismoved upward the handle bar assembly 160 would unlock and raise upwardvia a hinge located behind the recumbent seat 150. This allows easyentry and exit of the machine 115. The handle bar assembly is coveredwith a soft durable foam rubber 161. A hand grip 162 is located at theends of each side of the handle bar assembly 160. Brake levers andshifters/resistance control levers 163 are fixed to the ends of eachhand grip 162 similar to that of a bicycle. The brake levers 163 controlhydraulic brake calipers and brake discs located on the drive/load wheel25 axle. On the suspended transport system machine 115 the rear brakediscs are larger and more powerful than the front brakes. This isbecause the machine 115 hangs from the track and therefore transfers itsweight to the rear wheels when braking. This is also why it's preferredto have the drive wheels 25 on the front of the machine 115 to providemore traction while accelerating.

FIG. 3 is a cross-sectional view of the track system and severalcomponents which operate within the confinements of the track profile.Components such as hot rails, drive system/carriage and incline assistmechanisms can be seen in this view. This view shows the unique wheelplacement and how all components within the unique track profilecomplement each other with very little compromise. These uniquecomponent relationships are the focus of the mechanical aspects whichset the present invention apart from previous related art.

The track system 10 consists of many components which complement eachother because of their specific placement and orientation with oneanother. The track 10 c is preferably made of steel. The track 10 c isformed into the shape seen in the drawing by a roll forming process. Thematerial thickness of the track 10 c should be of proper thickness as tomaintain an adequate strength factor throughout its length. Thepreferable material thickness of a track 10 c measuring 10 inches talland 8 inches wide is roughly 0.25 inch. This ratio provides excellentstrength to weight characteristics as well as cost effectivemanufacturability. Tracks 10 c having much larger dimensions wouldobviously require thicker material to maintain proper structuralintegrity. It is also preferred to use steel with roughly 60 ksi yieldstrength. Standard A36 mild steel is not cost effective, because of theadded support structures needed to support the tracks length. Steelhaving a yield strength higher than 60 ksi can affect the weldabilityand lead to cracking along the weld seam 10 b. The track 10 c isfabricated in two halves by mig welding the center top seam 10 b with asolid continuous bead. The roll formed profile is one unique part whichis used to create the fabricated finished track 10 c. In other words twounique mirror image parts do not need to be roll formed in order tocreate the finished track profile. Holes are punched or laser cut intothe track 10 c for insertion of the hot rail fastener screws 11 f. Thereare many reasons why the track 10 c is roll formed in two halves. Thepart produced by the roll forming machine possesses no negative angleswith respect to a roll bending machines capability to bend ahorizontally curved track. Tolerances can therefore be maintained withminimal buckling when roll bending extremely small radius curves e.g., a12 foot radius turn. The track is welded on the top seam 10 b after eachhalf of the track has been roll bent to the desired radius according toa track layout. The fabrication of vertically curved track involvesbending the roll formed profile the hard way i.e., the longest side isperpendicular to the bend axis. In most situations, a vertically curvedtrack does not require a small radius to have a reasonably large effecton track pitch i.e., 50 foot radius bends arc very acceptable forcreating an exciting track layout. The guide wheel track flange 10 f isa short leg on the roll formed profile. The flange 10 f provides asmooth flat surface or the lower guide wheels 40 to roll. It ispreferred that the flange 10 f is angled slightly away from the lowerguide wheels 40. An angle of roughly5degrees on the flange 10 f preventsthe lower edge of the flange 10 f from excessively wearing the lowerguide wheels 40 when traveling around a curved section of track.

The hot rail fastener screws 11 f are inserted from the outside of thetrack 10 c and threaded into the extruded hot rail insulator 11 a. Thestranded copper conductor 11 b and conductive contact surface 11 c areinserted into the hot rail insulator 11 a before the hot rail assembly11 a,11 b,11 c is fixed to the top inside corners of the track 10 c viahot rail fastener screws 11 f. This design securely locks all threeparts of the hot rail assembly 11 a,11 b,11 c to the top inner cornersof the track 10 c. Electricity is applied to the stranded copperconductor 11 b and contact brushes (shown in FIG. 2 #60) drag along theconductive contact surface 11 c. This unique design allows for simpleassembly and extremely high amperage loads do to the size of strandedcopper conductor 11 b of which the system is capable of containing.

An electric motor 50 is sized for appropriate torque, horsepower andelectricity consumption. The preferred motor type for this applicationis a brushless pancake type. The motor 50 must fit into the profile ofthe track system 10 c. The motor 50 is securely bolted to a chassis 20.The chassis 20 holds all drive system components in the proper position.The chassis 20 can be manufactured by casting aluminum using a mold. Thechassis 20 can also be machined from an aluminum extrusion possessingthe correct profile. The chassis 20 shown in the drawing is cut out offlat steel then bent into the proper shape using a brake press and die.This is a very cost effective way to make a strong complex structurehaving many attachment points and fixtures. Any way the chassis 20 ismade must allow for appropriate tolerances and strength needed to holdall components rigidly. The chassis 20 is the foundation for allcomponents making up the final drive system.

A mechanical transmission method 51 is a component capable oftransmitting power from the rotating shaft 50 a of the motor 50 and thedrive wheels 25. This problem may be accomplished with a series ofgears, sprockets and chain, or with the use of a toothed belt. Themechanical transmission method 51 shown in the drawing is a toothedbelt. A toothed belt is a very desirable way to transmit power in thisapplication. The low noise, light weight and high torque capabilitiesmake the toothed belt an ideal choice for the suspended transportsystem. The toothed belt sprockets 50 b reside both on the motor shaft50 a and the drive wheels' 25 axle 26. The toothed belt sprocket 50 bresiding on the drive wheel axle 26 is fitted with a one-way clutchbearing 27. This clutch bearing 27 is pressed into the center hub of thetoothed belt sprocket 50 b. The preferred clutch bearing 27 type iseither that of a stainless needle bearing type containing stainlesssteel springs as its locking component, or a radial sprag type clutchbearing. In the case of a needle bearing, needle thrust bearings andwashers must be place on either side to reduce friction and preventwear. The drive wheels/load wheels 25 are solidly fixed to either end ofthe drive wheel/load wheel axle 26 by means of a keyway and collar,splines, pins and clamp, or other suitable connection type. The axle 26rotates on radial bearings 26 a. The radial bearings 26 a are pressedinto pillow blocks 26 b. The pillow blocks 26 b are preferably made ofaluminum or stainless steel and are bolted to the chassis 20. The brakedisc 28 is solidly attached to the axle 26 via keyway clamping hub orother suitable connection type. The brake caliper 29 is bolted to thechassis 20 in a position that allows the caliper 29 to apply friction tothe brake disc 28.

The upper guide wheels 30 are a pair of wheels mounted to the upperguide wheel swing arm 32. The wheels 30 are preferably made of aurethane or nylon type of material. A hard inner core made of aluminumhouses radial bearings inside the upper guide wheels 30. The upper guidewheels 30 are fixed to a shaft 31 on either side of the upper guidewheel swing arm 32. The upper guide wheel swing arm 32 is fixed to thetop of the chassis 20 with the use of a shaft or bolt acting as a hinge.The hinge fixture positions the upper guide wheels 30 and theirrespective components so that the wheels 30 roll the length of the track10. The upper guide wheel swing arm 32 is moveable in a way as to varythe distance between the upper guide wheels 30 and the top inside wallof the track 10. The angle of the upper guide wheel swing arm 32, andtherefore the distance between the upper guide wheels 30 and the topinside surface of the track 10 is adjusted by the use of a screw typeadjusting rod 35. The adjusting rod 35 is fixed to the chassis 20 in away that allows it to apply pressure to the upper guide wheel swing arm32. The adjusting rod 35 is also held in position by a bushing 35 bwhich is inserted in a hole in the chassis 20. The adjusting rod 35 isturned with use of a special tool or by hand with use of a knob 35 a toprovide a fine adjustment of the distance between the upper guide wheels30 and the top inner surface of the track 10. The purpose of adjustingthis distance is to “lock” the drive system/carriage into the track 10so that it does not wobble or rock back and forth during a turn.

The lower guide wheels 40 are made of much the same materials andcomponents as the upper guide wheels 30 i.e., nylon or urethane materialwith an aluminum core and radial bearings 40 a. There are two lowerguide wheels 40 positioned one behind the other per drivesystem/carriage. These wheels 40 are fixed to shafts protruding from thebottom side of the chassis 20 and rotate on the vertical axis. Thediameter of the lower guide wheels 40 must be less than the width of theslot in the bottom of the track 10 c. These wheels steer the drivesystem/carriages down the length of the track 10. The yaw of the drivesystem/carriage pivots on a vertical axis swivel located between thechassis 20 and the main hinge 70. The lower guide wheels 40 rotatedifferent directions depending on the side of the slot 10 a which theyare touching. It may seem like a bad design to allow the wheels 40 tokeep changing directions, but extensive testing proved otherwise. Infact, when using the right durometer of material, the wear patterns wereinsignificant. The lower friction due to less moving parts and lowercosts compared to a system using more wheels make it an obvious designdecision. The reason this works well is partly due to the small momentof inertia because of the small wheel diameter. On larger tracksrequiring larger wheels it is likely advantageous to use four lowerguide wheels per drive system/carriage. This is a simple variation thatwill keep all lower guide wheels spinning one direction at all times.

The main hinge assembly 70 is comprised of a hinge tube 71, a bushing orbearing 73 a, and a hinge pin 73. The hinge tube 71 is welded to abracket 72. The hinge bracket 72 is bolted to the frame 100 with use ofbolts 72 a, and locknuts 72 b. The frame 100 is the structure connectingthe patron carrying machine to the main hinge assembly 70.

The incline assist rail assembly 18 consists of a roll formed profile 18a made preferably out of steel/stainless steel. The roll formed profileor incline assist track 18 a is stitch welded 18 b to the side of thetrack 10 c as seen in the drawing. A steel cable 18 d rides in a formedgroove in the incline assist track 18 a. This steel cable 18 d travelsup an incline while being supported and guided by the incline assisttrack 18 a. A cable clutch 18 c is a device having cams which allow acable to travel only one direction through its' designated path. Thecable clutch 18 c is oriented in the direction which only allows it toslide up the incline along the cables 18 d length. The cable clutch 18 cis securely fastened to the cable clutch arm 17 which is welded to thehinge tube 71. The portion of the hinge tube 71 which is welded to thecable clutch arm 17 must be the portion directly connected to the drivesystem/carriage assembly and not the frame 100. In this configurationthe cable clutch arm 17 is held level and in-line with the inclineassist track 18 a. The cable 18 d is attached to a system no differentthan a rope tow or ski lift mechanism with the return side of the looptraveling back down the hill in a way any ordinary rope or cable towsystem might operate.

The incline safety stop assembly 15 is located on the opposite side ofthe track 10 c from the incline assist rail assembly 18. The safetylatch stop 15 a is part of a fixture having a safety latch stud 15 c.The safety latch 15 f is fixed so that is rotates on the safety latchstud 15 c. Smooth secure operation is ensured by using adequate bushings15 d and a locking nut 15 e, external retaining ring, pin, or othersuitable method. The safety latch 15 f is made of heavy gauge steel sothat gravity will easily return it to its down position as seen in thedrawing. A spring may assist the safety latch 15 f to return to the downposition, but is not necessary if parts are made to move freely andsafety latch 15 f is of proper mass. The safety latch 15 f can only bemoved to its up position by rotating it on the safety latch stud 15 cand by pushing from the bottom of the latch in the direction of theincline. If pressure is placed on the bottom of the safety latch 15 f inthe direction of the decline i.e., towards the bottom of the hill, thesafety latch 15 f will contact the safety latch stop 15 a. The safetystop arm 16 is welded to the portion of the hinge tube 71 connected tothe drive system/carriage. The safety latch stop arm 16 travels leveland square with the drive system/carriage as they travel the length ofthe track 10 c. In the configuration described concerning the inclinesafety stop assembly 15 and the safety stop arm 16 it is made obviousthat the patron carrying machine is only allowed to pass the inclinesafety stop assembly 15 while traveling up the incline. If the cable 18d or cable clutch 18 c should unexpectedly fail, the patron will besafely stopped by the incline safety stop assembly 15 before travelingany further down the hill.

FIG. 4 shows a perspective view of the hot rail and its components.Screws are inserted from the outside of the track and threaded into ahole lid in the extruded hot rail insulator 11 a. This hole 11 d andscrew are spaced at an appropriate distance apart spanning the length ofthe extruded hot rail insulator 11 a as to securely fasten the hot railassembly 11 to the inside of the track. The extruded hot rail insulator11 a is preferably made of a flexible material that retains its shapeand will securely hold a threaded screw. Materials such as UHMW, andvarious nylon compounds work very well for this application. Theextruded hot rail insulator 11 a cannot be made of a material thatconducts electricity. A thin, and therefore easily flexible section lieis located at a point in the extrusion 11 a as to allow the top portionto be flexed open as seen in the drawing. Narrow relief cuts 11 g aremade at appropriate spacing along the length of the extrusion 11 a as toaid ones ability to flex open the top portion of the extrusion 11 a. Thestranded copper conductor 11 b and conductive contact surface 11 e areinserted into the hot rail insulator 11 a before the hot rail assembly11 is fixed to the top inside corners of the track. This design securelylocks all three parts of the hot rail assembly 11 to the top innercorners of the track. Electricity is applied to the stranded copperconductor 11 b and contact brushes (shown in FIG. 2 #60) drag along theconductive contact surface 11 c. This unique design allows for simpleassembly and extremely high amperage loads do to the size of strandedcopper conductor lib of which the system is capable of containing.

FIG. 4 a is a cross-sectional view of the hot rail. This view also showsthe method by which the hot rail is attached to the track. The hot railfastener screws 11 f are inserted from the outside of the track 10 c andthreaded into the extruded hot rail insulator 11 a. The stranded copperconductor 11 b and conductive contact surface 11 c are inserted into thehot rail insulator 11 a before the hot rail assembly 11 a,11 b,11 c isfixed to the top inside corners of the track 10 c via hot rail fastenerscrews 11 f. This design securely locks all three parts of the hot railassembly 11 a,11 b,11 c to the top inner corners of the track 10 c.Electricity is applied to the stranded copper conductor 11 b and contactbrushes (shown in FIG. 2 #60) drag along the conductive contact surface11 c. This unique design allows for simple assembly and extremely highamperage loads do to the size of stranded copper conductor 11 b of whichthe system is capable of containing.

FIG. 5 is a perspective view of the track switching mechanism 205. Thisview shows the preferred pneumatic actuator 250 placement, door hingelocation and several other unique components. The track switchingmechanism 205 is built within and around the track switch housing 210.The track switch housing 210 is fabricated to allow the suspendedtransport machine of the present invention to pass through itspassageways 10 a while intersecting mechanical features which may modifysaid machines current path. The track switch housing 210 is a complexshape preferably fabricated from a combination of roll formed and rollbent steel profiles and laser or plasma cut steel plate. The materialthickness of the track switch housing 210 should be the same as that ofthe rest of the track layout so that smooth transitions can be made. Thedoor hinge consists of a hinge rod 220 which stands vertically withinthe track switch housing 210. The hinge rod 220 rotates on its verticalaxis and is stabilized by a bushing 222 located in the bottom of thetrack switch housing 210. The bushing is located at the approximatepoint where the single track profile beginning on the opposite end ofthe track switch housing 210 becomes two complete and separate trackprofiles. In other words, the end of the track switch housing 210containing the hinge rod 220 and bushing 222, is the end which exhibitstwo complete track profiles on either side of the hinge rod 220 axis. Acomplete track profile can be defined by the basic cross-sectional trackshape illustrated in FIG. 3. The track switch door 223 is fixed to thehinge rod 220. This is preferably done by welding, but could also beaccomplished with the use of low profile bolts. The track switch door223 extends from the hinge rod 220 all the way to the opposite side ofthe track switch housing. The door 223 lays flat on the bottom insidesurface of the track switch housing 210. A cross-sectional view of thedoor 223 at its location opposite the hinge rod 220 and directly belowthe actuator 250 can be seen in

FIG. 9, #225. The track switch door 223 rotates on the hinge rod 220axis. The door 223 rotates far enough in both directions to allow thesuspended transport machine of the present invention to pass through thetrack switch assembly 205. If the door 223 is rotated fully to one side,the machine of the present invention shall travel the path opposite thedoor 223. This scenario can be clearly understood by examining FIG. 5-9in their entirety. The door 223 must be rotated fully to the right orleft of the machine of the present invention in order for said machineto pass through the track switch mechanism 205. The track switchmechanism 205 can be used as either an exit or an entrance without majormodifications. In other words, machines can travel in either directionthrough the track switch assembly 205. The track switch assembly willwork safely in both directions as long as all sensors are placed in theappropriate locations and interface controls are programed to recognizethe intersection as either an entrance or exit with respect to thedirection being traveled. When the door 223 is in its full right or leftposition it must partially exit the track profile nearest the actuator250. This problem is solved by having a rectangular structure called thedoor exit housing 212 protruding from both sides of the track switchhousing 210. A rectangular cutout would also serve the same purpose asthe door exit housing 212, but would not offer protection from snow,ice, leaves, etc. The door 223 must slide smoothly across the insidesurface of the track switch housing 210 in order to ensure quiet troublefree operation. For the door 223 to slide smoothly the angle of thehinge rod 220 must be finely adjusted. Adjustments to the hinge rod 220angle are made with the door angle adjustment screws 216 a. The doorangle adjustment screws 216 a are connected between the adjustment screwfooting 216 and the upper door hinge pillow block bearing 221. Theadjustment screw footing 216 is solidly fixed to the track switchhousing 210 preferably by welding. The drawing shows that turning theadjustment screws so that if the footing 216 and upper bearing 221 movefarther apart, that would effectively raise the door 223 off the lowerinside surface of the track switch housing 210. Therefore, turning thescrews 216 a the opposite direction would lower the door 223. Towardsthe opposite end of the door 223 from the hinge rod 220 is a connectionthat links the door 223 movement to that of the actuator 250. Theactuator 250 is preferably that of a pneumatic or hydraulic linearguided type. The actuator 250 is bolted to brackets or fixtures 215 thatare solidly bolted or welded to the top surface of the track switchhousing 210. The actuator 250 has a special fixture 251 attached to itsmoving section i.e., the part that moves with the piston. This specialfixture or door post fixture 251 is designed to hold the door post 240in a vertical position at all times. The door post 240 is an extremelyrigid shaft or partially flattened member which extends through the doorpost slot 211 and is solidly connected to the door 223 located on thelower inside surface of the track switch housing 210. The door post 240would preferably be made out of cold worked stainless steel, chromoly,or titanium. The door post fixture 251 also allows for the slight radiusdue to the rotating door 223 while being connected to the linearlymoving actuator 250.

A four way electrically activated air valve 253 controls the air flow tothe pneumatic actuator 250. A hydraulic variation could be used for thisapplication, but the pneumatic system offers higher actuator speedswhich is desirable when there's heavy traffic moving though the switch.The actuator 250 is of the two way type meaning air is allowed to fillboth sides of the cylinder. The actuator 250 is also preferably of themagnetically coupled rodless type with leak detecting air pressureswitches. The compressed air line 252 a fills one side of the actuator250 cylinder and compressed air line 252 b fills the other side of theactuator 250 cylinder. The electrically controlled air valve 253 issupplied with compressed air via the supply line 254 which would beconnected to the nearest buffer tank supplied by an air compressor. Theair valve 253 receives its electrical signal from a radio frequencyreceiver having a relay control circuit which would transfer a hardwired power source to the solenoids. The electric power source can berouted to the receiver and solenoid via electrical conduit or by simplytapping into the hot rail power source which, in most cases, would bepresent inside the track switch assembly 205. Safety switches on theactuator 250 and or buffer tank are triggered by abnormally low airpressure which would then cause a transmitter to send a signal to theCPU. The CPU calculates the best course of action based on a series ofparameters related to the particular track layout. The CPU may redirectpatrons to another track, stop all traffic, or, by verification of thedoor position sensor, leave the door in its current position until airpressure is returned to normal. These types of variables change giventhe circumstances of each individual situation. The idea is that thesensors, software and interfaces are in place to program each tracklayout to follow practical guidelines regarding traffic and safety.

A cover 214 is shown in the drawing as a dotted line or transparent boxfor clarity of the equipment. The cover 214 is like any sealed boxstructure made out of a material such as steel, aluminum, or plastic.The cover 214 protects sensitive equipment from the elements. The cover214 should be removable for maintenance. Angle brackets 213 are weldedto the track switch housing 210 to create a positive seal and a solidsurface to attach hinges and locks for the cover 214.

FIG. 6 is a top view of the basic track switch shape. This view bestdescribes the correlation between the track itself and the switch doorhoused within the track. The switch door assembly is comprised of thehinge rod 220, the hinge connection plate 223, the door plate 225, andthe door post 240. The hinge rod 220 is preferably made of a stainlesssteel or other non-corrosive weldable metal. The hinge connection plate223 is preferably made of a high strength weldable steel. The hingeconnection plate 223 is preferably welded to the hinge rod 220 andwelded or bolted to the door plate 225. The door plate 225 has aspecific shape which is determined by the angle, curvature and length ofthe entire switch track assembly 205. The shape of the door plate 225 isa key feature separating it from all other track switching systems. Thedoor plate 225 shape allows a suspended transport machine of the presentinvention to travel quickly and smoothly in either a straight line or acurve as one would expect when entering or exiting a straight track (seeFIG. 7). One side of the door plate 225 is straight while the other sideexhibits a concave curvature do to the fact it must provide a consistentslot width 10 a in both left and right switch positions. This drawingshows the switch in a straight position. The switch door has beendarkened for better clarity and to aid the viewers' understanding of thebasic switch operation. It is helpful to make reference to all drawingsconcerning the track switch 205 when grasping the concept (see FIG.5-9). In this drawing, the lower guide wheels will travel the path ofthe slot 10 a. The load/drive wheels will roll on both surfaces eitherside of the slot 10 a. You will notice that one wheel rolls on the solidsurface 210, and one must roll across the door plate 225. As seen inthis drawing, the door plate 225 must span a gap in the track switchstructure. The fact that a wheel must roll over the door plate 225requires the door plate 225 to be made from a thin yet very strongmaterial, e.g., titanium or cold worked stainless steel. The door plate225 is preferably pressed and punched from flat sheet using a large dieand press similar to that used for making auto body panels. The longedges of the door plate 225 are given an upwardly bent lip to addstructural strength and to provide a larger smooth surface for the lowerguide wheels to roll. As explained in FIG. 5, the door 225 exits thesides of the track profile when in its full right or left position. Thedoor exit housings 212 can be seen in this simplified top view. Theplacement of the door post 240 is also visible in this view.

FIG. 7 is a variation of FIG. 6. This is also a top view of the basicswitch track shape. In this view the track switch door is in the curvedexit/entrance position. As mentioned in FIG. 6, the switch door assemblyis comprised of the hinge rod 220, the hinge connection plate 223, thedoor plate 225, and the door post 240. The hinge rod 220 is preferablymade of a stainless steel or other non-corrosive weldable metal. Thehinge connection plate 223 is preferably made of a high strengthweldable steel. The hinge connection plate 223 is preferably welded tothe hinge rod 220 and welded or bolted to the door plate 225. The doorplate 225 has a specific shape which is determined by the angle,curvature and length of the entire switch track assembly 205. The shapeof the door plate 225 is a key feature separating it from all othertrack switching systems. The door plate 225 shape allows a suspendedtransport machine of the present invention to travel quickly andsmoothly in either a straight line or a curve as one would expect whenentering or exiting a straight track (see also FIG. 6). One side of thedoor plate 225 is straight while the other side exhibits a concavecurvature do to the fact it must provide a consistent slot width 10 a inboth left and right switch positions. This drawing shows the switch in acurved entrance/exit position. The switch door has been darkened forbetter clarity and to aid the viewers' understanding of the basic switchoperation. It is helpful to make reference to all drawings concerningthe track switch 205 when grasping the concept (see FIG. 5-9). In thisdrawing, the lower guide wheels will travel the path of the slot 10 a.The load/drive wheels will roll on both surfaces either side of the slot10 a. You will notice that one wheel rolls on the solid surface 210, andone must roll across the door plate 225. As seen in this drawing, thedoor plate 225 must span a gap in the track switch structure. The factthat a wheel must roll over the door plate 225 requires the door plate225 to be made from a thin yet very strong material, e.g., titanium orcold worked stainless steel. The door plate 225 is preferably pressedand punched from flat sheet using a large die and press similar to thatused for making auto body panels. The long edges of the door plate 225are given an upwardly bent lip to add structural strength and to providea larger smooth surface for the lower guide wheels to roll. As explainedin FIG. 5, the door 225 exits the sides of the track profile when in itsfull right or left position. The door exit housings 212 can be seen inthis simplified top view. The placement of the door post 240 is alsovisible in this view.

FIG. 8 is a side view of the track switch mechanism. This view shows thebasic components and their layout with respect to the side profile ofthe track system. The track switching mechanism 205 is built within andaround the track switch housing 210. The track switch housing 210 is acomplex shape preferably fabricated from a combination of roll formedand roll bent steel profiles and laser or plasma cut steel plate. Thematerial thickness of the track switch housing 210 should be the same asthat of the rest of the track layout so that smooth transitions can bemade. The door hinge consists of a hinge rod 220 which stands verticallywithin the track switch housing 210. The hinge rod 220 rotates on itsvertical axis and is stabilized by a bushing 222 located in the bottomof the track switch housing 210. The hinge connection plate 223 is fixedto the hinge rod 220. This is preferably done by welding, but could alsobe accomplished with the use of low profile bolts. The connection plateis also fixed to the door plate 225 by welding or by using low profileor recessed screws 223 a. The door plate 225 extends from the connectionplate 223 all the way to the opposite side of the track switch housing210. The door plate 225 lays flat on the bottom inside surface of thetrack switch housing 210. The door 225 must slide smoothly across theinside surface of the track switch housing 210 in order to ensure quiettrouble free operation. For the door 225 to slide smoothly the angle ofthe hinge rod 220 must be finely adjusted. Adjustments to the hinge rod220 angle are made with the door angle adjustment screws 216 a. The doorangle adjustment screws 216 a are connected between the adjustment screwfooting 216 and the upper door hinge pillow block bearing 221. Theadjustment screw footing 216 is solidly fixed to the track switchhousing 210 preferably by welding. The drawing shows that turning theadjustment screws so that the footing 216 and upper bearing 221 movefarther apart would effectively raise the door 225 off the lower insidesurface of the track switch housing 210. Therefore, turning the screws216 a the opposite direction would lower the door 225. A small cover 217can be seen in this view covering the upper hinge bearing 221, theadjustment screw footing 216, and the adjustment screws 216 a. The cover217 is fastened over the hinge components to protect them from theelements. The cover 217 should be made of a suitable material as to keepsnow, dirt, leaves, water, etc. from damaging moving parts.

Towards the opposite end of the door 225 from the hinge rod 220 is aconnection that links the door 225 movement to that of the actuator 250.The actuator 250 is preferably that of a pneumatic or hydraulic linearguided type. The actuator 250 is fastened with bolts 215 a to bracketsor fixtures 215 that are solidly bolted or welded to the top surface ofthe track switch housing 210. The actuator 250 has a special fixture 251attached to its moving section i.e., the part that moves with thepiston. This special fixture or door post fixture 251 is designed tohold the door post 240 in a vertical position at all times. The doorpost 240 is an extremely rigid shaft or partially flattened member whichextends through the door post slot in the top of the track switchhousing 210. The door post 240 is solidly connected to the door 225 withthe use of low profile or recessed machine screws 240 a which arethreaded into tapped holes located on the bottom end of the door post.240. Using screws 240 a rather than a weld eliminates warping of thedoor plate 225. The door post 240 would preferably be made out of coldworked stainless steel, chromoly, or titanium.

A four way electrically activated air valve 253 controls the air flow tothe pneumatic actuator 250. The compressed air line 252 a fills one sideof the actuator 250 cylinder and compressed air line 252 b fills theother side of the actuator 250 cylinder. The electrically controlled airvalve 253 is supplied with compressed air via the supply line 254 whichwould be connected to the nearest buffer tank supplied by an aircompressor. The air valve 253 receives its electrical signal from aradio frequency receiver having a relay control circuit which wouldtransfer a hard wired power source to the solenoids.

The cover 214 is like any sealed box structure made out of a materialsuch as steel, aluminum, or plastic. The cover 214 protects sensitiveequipment from the elements. The cover 214 should be removable formaintenance. Angle brackets 213 are welded to the track switch housing210 to create a positive seal and a solid surface to attach hinges andlocks for the cover 214.

For clarity I have marked the lower guide wheel track flange 10 f. Thisis the flange clearly seen in FIG. 3. The flange is a feature on theroll formed profile which is used in the fabrication of the track switchhousing 210. This drawing also shows the rectangular cutouts 212, 212 awhich allow the door plate 225 to exit the side of the track profilewhen in full right or left position.

FIG. 9 is a cross-sectional view of the track switch and drivesystem/carriage. This view is a cross-section at the location of thepneumatic actuator 250. This location best describes the relationbetween the track switch door 225 and the wheels of the drivesystem/carriage. This drawing shows the rectangular cutouts 212 a thatthe door plate 225 passes through in order to move far enough to allowthe drive system/carriage to travel through the track switch 205. Thedoor exit housing 212 can be seen covering the top side of the doorplate 225 when in its full right or left position. The door exit housing212 is welded 212 b to the side of the switch track assembly 205.

A key element of the present invention is the way the lower guide wheels40 roll on the flange feature 206 and the upward flange found on bothsides of the door plate 225. This type of transition between track anddoor is not found on any other track switch mechanisms designed forvehicles which hang from an overhead track. This transition is whatmakes a curved entrance and exit possible.

Drive wheels or load wheels 25 roll on top of the door plate 225. Thefact that the drive/load wheels 25 must roll over the door plate 225requires the door plate 225 to be made from a thin yet very strongmaterial, e.g., titanium or cold worked stainless steel. The door plate225 is preferably pressed and punched from flat sheet using a large dieand press similar to that used for making auto body panels. The longedges of the door plate 225 are given an upwardly bent lip to addstructural strength and to provide a larger smooth surface for the lowerguide wheels to roll. Upper guide wheels 30 are shown in this drawingrolling against the top inside surface of the track switch assembly 205.The upper guide wheels 30 play an important roll primarily when theswitch track door 225 is in the entrance/exit position. Theentrance/exit position is a curved path, so the upper guide wheels 30effectively keep the drive system/carriage from tipping or lifting up onone side because of centrifugal forces directed to the carriage/driveassembly do to counteracting forces of the dampener (FIG. 2, #80).

This drawing gives a clear view of the brake disc 28 and the brakecaliper 29. The brake caliper 29 is preferably of the hydraulic type doto the long distance from the braking controls. Also in clear view isthe toothed drive belt 51. Again, the toothed belt is a very desirablechoice for this application due to its light weight quiet operation andhigh torque capabilities. For reference purposes the upper frame member100 on the machine is drawn along with its basic connecting components.The hinge bracket 72 is fastened to the upper frame member 100 withbolts 72 a and locking nuts 72 b. The hinge tube 71 is welded to thehinge bracket 72 as well as another hinge tube (located behind) beingfixed to the chassis of the drive system/carriage. The two hinge tubesare joined using a pin 73 and lubricated bushings 73 a much like anycommon hinge. The pin 73 is held in place by means of a positivelylocking method, such as a castle nut with a cotter pin. This hinge is nodifferent than that of a chair lift or amusement park ride. It ispreferred to use grease fittings on the hinge tube and bearings withslotted pathways for grease:

The door post 240 can be seen extending upward from the door plate 225.The bottom of the door post 240 is fixed to the door plate 225 withrecessed machine screws 240 a threading upwards into the door post 240.The door post 240 extends through the top of the track profile through aslot perpendicular to the tracks length. The portion of the door post240 protruding past the top of the track profile is fixed to the doorpost bracket 251. The door post bracket 251 is secured to the movingportion of the actuator 250 with bolts 251 a. The door post bracket 251holds the door post 240 so that it remains perfectly vertical and rigidwhile the actuator 250 moves from side to side. The actuator 250 isfixed in position via the actuator brackets 215. In the drawing theactuator brackets 215 are fixed to the angle brackets 213 with bolts 213a. Angle brackets 213 are welded to the track switch assembly. Actuatorbrackets 215 are fixed to the actuator 250 using bolts 215 a whicheither thread into or pass all the way through the aluminum actuatorsend blocks. In some cases it is preferred not to weld the actuatorbrackets 215 because of warping. Securely bolting some linear actuatorsto a slightly uneven fixture will cause binding and poor performance.

The cover 214 can be seen in this drawing with added details such ashinges 214 b and a quick release clasp 214 a. In some public situationsit may be necessary to lock the cover 214 to prevent tampering with themechanics of the track switch assembly 205.

FIG. 10 is a perspective view of a track section showing the method bywhich it is attached to a support structure or tower. The roll formedtrack profile 10 e is created from a long flat sheet of metal which isstored on a large roll before being fed into a roll forming machinegiving it its unique profile. The roll formed track profile 10 c createsone half of the completed suspended transport system track. The weldedseam 10 b combines two roll formed track profiles 10 c orientatedopposite one another and having faces flush and square with one another.The end result of the fabrication process creates a unique box channelhaving a slot with downward bent flanges 10 a on both sides of the slotopening. These flanges 10 a are bent slightly past 90 degrees. Bendingthe flanges 10 a past 90 degrees greatly reduces wear on the lower guidewheels which would be caused by the cut edge on the end of each flange.

The track to tower connection assembly 315 shown in this drawingprovides simple cost effective solutions related to design, fabricationand assembly. In this drawing you will see a tubular tower end 401. Thistower end 401 is the portion which possesses the track to tower assembly315. The portion of the tower end 401 not shown in the drawing would befixed the ground in some way, shape or form. Examples of complete towerassemblies are shown in FIG. 11-18 in order to provide a clear pictureof the scale and application related to the present invention.

Angle brackets 315 a are preferably cut from a standard steel angleprofile. Each angle bracket 315 a having two oblong holes orientedparallel to the tracks 10 c length. A U-bolt 315 c is positioned aroundthe tower end 401 so that the threaded ends of the U-bolt 315 c pointdownward and extend through the oblong holes in the angle brackets 315a. The angle bracket 315 a is welded to the side of the roll formedprofile 10 c and flush with the top of the track. The angle bracketshould be of sufficient thickness so not to bend when locking nuts 315 dthreaded onto the U-bolts 315 c are tightened to a proper torque.

A unique part specific to the invention herein is the tower connectionsupport bracket 315 b. This bracket 315 b is punched, laser or plasmacut out of steel, then folded to a specific shape using a die and brakepress. The support bracket 315 b has flanges that cradle the tower end401 by matching its radius. The support bracket 315 b extends from oneU-bolt 315 c to the other U-bolt 315 c. The center of the supportbracket 315 b has a bend which curves up and over the weld seam 10 b.This design allows for flush and secure assembly of the tower to trackconnection 315.

FIG. 11 is a support structure or tower variation comprised of a singleroll bent pipe 401. A cross-section of the track and connecting hardwareis shown for better understanding the system 315. The roll bent pipe 401is fabricated from a standard steel pipe profile. The roll bent pipe 401is engineered to be of appropriate diameter and thickness for handlingthe loads presented by the track and the machines riding on the track. Abase plate 423 is welded to the bottom of the roll bent pipe 401. Thebase plate 423 which is bolted to the concrete footing 429 havingthreaded studs is located directly below the track 10 c. The drawingshows a variation in which the roll bent pipe 401 is a standard partwith a specific radius. To account for slight changes in elevation orground level the height of the footing 429 extending from the ground 2can be raised or lowered. The height measurement of the tower isexpressed as the variable X because of the large range of possibilitiesdue to metal selection and profile size of the roll bent pipe 401.

FIG. 12 is a variation of FIG. 11. This drawing describes a simple wayof using a standard part (FIG. 11) and varying its height with theaddition of a large pipe 403 fixed to the base. The note X′+Y′ is shownon the vertical measurement. This describes X as a standard part withthe addition of Y (the large pipe 403 at the base). The use of suchdesigns greatly reduce engineering and construction costs. The roll bentpipe 401 is fabricated from a standard steel pipe profile. The roll bentpipe 401 is engineered to be of appropriate diameter and thickness forhandling the loads presented by the track and the machines riding on thetrack. A large diameter pipe 403 is welded to the bottom of the rollbent pipe 401 using a welded connection plate 401 a. A base plate 425 iswelded to the bottom of the large diameter pipe 403. The concretefooting 430 imbedded in the earth 2 has threaded studs protruding fromits top surface. The connection between the base plate 425 and thefooting 430 is like that of any structural tower of comparable mass. Thetower to track connection assembly 315 and track 10 c is positioneddirectly below the footing 430 in this design.

FIG. 13 shows a tower variation using a roll bent pipe 402 to offset thetrack from the footing 430. This drawing also uses a standard roll benttop pipe 402 expressed as X regarding its height and a non-standard basepipe 403 expressed as Y regarding its height. This design maintainsstructural integrity over a wide range of heights while keeping costs toa minimum. The footing 430 which is anchored in the ground 2 is attachedto the base plate 425 using threaded studs and nuts similar to anystructural tower of comparable mass. The tower to track connectionassembly 315 and track 10 c is offset from the footing 430 in thisdesign. This design uses a straight connection between the largerdiameter base pipe 403 and the smaller diameter roll bent top pipe 402.The straight connection allows for a cone section 402 a to be welded inplace giving a smooth appearance.

FIG. 14 is a tower variation where more support is requiredperpendicular to the track 10 c, such as in the middle of a turn. Thisdrawing shows a footing 427 a having a very wide stance and a sail likesupport member 401 b made of plate steel. This system also uses standardparts. The standard part in this scenario is the radius at which thepipe 401 is bent. The length at which the pipe 401 is cut is thevariable. The tower to track connection assembly 315 and track 10 c isattached in the usual position at the top end of the roll bent pipe 401.The base plate 427 is fixed to the footing 427 a which is solidlyanchored in the ground 2. The measurement expressed as X refers to theheight at which the roll bent pipe 401 can extend without the additionof a structural support plate 401 b. The measurement Y refers to theadded height the structural support plate 401 b may add to the totalheight of the tower. Varying sizes of structural support plates 401 bmay be used to create a variety of tower heights.

FIG. 15 shows an aesthetically pleasing and cost effective way tosupport two tracks 10 c running parallel with one another. In thisvariation two opposing roll bent pipes 402 are welded together and sharethe same base plate 424. The base plate 424 is fixed to the concretefooting 430 by means of threaded studs and nuts similar to any commonstructural tower of similar mass. The footing 430 is securely anchoredin the ground 2. Two tracks 10 c run parallel with one another and arefixed to the top ends of each roll bent pipe 402 with the use of thetrack to tower connection assembly 315.

FIG. 16 shows a support structure having two parallel tracks 10 c. Thisvariation can be extended to great heights with the addition of largersupport pipes added to the base. Support pipes 402 s, 403, and 404 arewelded together using cone section weldments 402 a, and 403 a. Flat platweldments could also be used but would offer a less attractiveappearance.

The largest support pipe 404 is located closest to the concrete footing432. A base plate 426 made of steel and having proper thickness andsupport is welded to the bottom of the largest pipe 404. The concretefooting 432 is solidly secured in the ground 2 and is bolted to the baseplate 426 using a method common to any structural tower of similar mass.A horizontal cross member 402 t is welded to the top of the smallestsupport tube 402 s. Track to tower connection assemblies 315 are fixedto each end of the horizontal cross member 402 t.

FIG. 17 is a support structure comprised of a roll bent archway 450.This drawing shows four tracks 10 c running parallel with one another.All tracks are fixed to the same archway 450. The roll bent archway 450may be cut and bolted together onsite for ease of shipping, handling,etc. Applying the present invention to this basic arch design providesthe benefit of fixing several tracks 10 c to the span of the roll bentarchway 450 while offering minimal footing 432 area, and an attractivelook. The lower ends of the roll bent archway 450 are welded to the baseplates 426. Base plates 426 are bolted to concrete footings 432.Concrete footings 432 are securely anchored in the ground 2. A practicalapplication of this design would be to span across a roadway havingtrucks and automobiles driving on the ground 2 below the tracks 10 c.This application would provide a fast efficient transportation methodwith many benefits including a reduced amount of pavement needed fortraffic requirements and reduced road kill, because deer do not fly.

FIG. 18 shows another application or method of supporting the suspendedtransport system. In this drawing a cable suspension system is used.This system is similar to any common suspension system, but itincorporates the track system of the present invention. This designproves cost effective and necessary for spanning very large distances.Concrete footings 432 are placed in the ground at distances determinedby the landscape 2 and the track 10 c span capabilities offered with thecable suspension design. The suspension system towers consist of supportpipes 403, and 404, and welded base plates 426. The towers also consistof multiple branch-like members 401 e which securely hold the tracksystem 10 c below the cable suspension system 470.

What is claimed in this invention is:
 1. A human or product carryingsystem wherein a machine (see #115, FIG. 1) is suspended from anenclosed track (see #10 c). A carriage/drive system inside said enclosedtruck allows said machine to move along the length of said track. Theuser or patron is a human riding upon or inside said machine. A computercontrol system allows said machine to operate with or without a patrononboard. This scenario may be desired when said machine is to carryfreight or perform a specific task such as painting said track throughmeans of automation. The computer control system also provides safety tothe patron by overriding his or her actions whereby such actions areexpressed through the manipulation of controls (see example #90, FIG.2). Said controls are described in claim
 3. Said enclosed track isfurther comprised of optional track switching mechanisms (see FIGS. 5thru 9). Said switching mechanisms allow for complex trackconfigurations much like a train track.
 2. The system according to claim1 wherein Said track requires specific dimensions and proportions (seeFIG. 3). Said dimensions arc relative to one another. Said dimensionsprovide optimal strength vs. material mass. Said dimensions shouldremain proportionate to one another when applied to tracks larger orsmaller in size than the example provided. The specific dimensions ofsaid track allows for placement of load wheels (see #25). Said loadwheels roll on the horizontal surfaces on either side of the slot (seeFIG.
 2. #10 a). Said load wheels must also it below the hot rails (see#11). Upper guide wheels (see #30) are vertically adjustable. Thesewheels are positioned between the center scam (see FIG. 3, #10 b) andthe hot rails. The purpose of these upper guide wheels is to “lock” saidcarriage/drive system square in said track. Upper guide wheels arenecessary for tracks presenting, negative gravitational forces and forenabling the use of a dampener to control the swinging a machine mayexhibit while traveling around a turn on said track. Lower guide wheels(see #40) are wheels which ride on the downward bent flanges (see FIG.3, #10 f) on either side of said slot. Lower guide wheels also ride onthe upward bent flanges of the track switch door (see FIG. 9, #225).This system allows for a curved track switch door which is desirablewhen traveling at high speeds. The specific dimensions of said trackalso allows for an electric motor (see #50) on applications wheregravity does not provide adequate propulsion. Said motor is sized forproper torque arid horsepower and is positioned inside of said track foroptimal performance. Said motor is linked to said load wheels by meansof a chain, belt, gear box or other type of power transmission. Therotation of said motor and load wheels propel said machine down thelength of said track.
 3. The machine according to claim 1 havingcontrols which may be manipulated by the user, or set to apreset/default mode for use in transport, heavy traffic, or emergencies.Said controls manipulate the speed of said motor which is mechanicallylinked to wheels inside said track. These controls provide resistance tothe patrons' muscles. This resistance can be applied though means suchas but not limited to mechanical friction, magnetic, and or electronicresistance. This resistance gives the user a physical workout. A varietyof mechanisms may be used to provide a physical workout to the patron.These mechanisms may include but are not limited to pedals, pull-cords,levers, or wheels. The speed control circuit (see #55) located on eachmachine can be calibrated by the patron to provide desired speed inrelation to desired physical exertion. Again, a preset/default mode maybe entered for various reasons including medical emergencies, andextreme traffic congestion.
 4. The system according to claim 1 whereinelectricity powers said motor through the means of internal hot rails(see FIG. 4). Said hot rails are comprised of an insulator and conductorfastened to the inside of said track. The unique design allows forextreme high amperage draw for extended periods of time. Electricity istransferred from said hot rails through the means of conductivebrushes/toilers attached to said carriage/drive system inside of saidtrack.
 5. The system according to claim 1 wherein track Sensors (see#12), e.g., proximity sensors, passive, active, photo, optical,magnetic, and or motion activated sensors are placed along the length ofsaid track to provide traffic control safety as well as speed andlocation data of said machines. These sensors transmit signals to areader attached to each machine. Said reader receives these signals andtransmits them to a central processing unit (CPU). This informationcombined with wheel sensor data gives the CPU and patrons the ability totrack location, speed, acceleration and deceleration of each machine.Wheel sensors are used as a fine unit of measurement between each trackmounted proximity sensor. Said track mounted sensors provide calibrationbased on fixed locations. In the event that wheel sensors lose accuracydue to wheel wear, heavy braking or slippage, the machine will berecalibrated at the next track mounted sensor. Data such as motor temp,brake wear, and human vitals may also be transmitted back to the CPU. 6.The system according to claim 1 wherein said CPU is linked to atransmitter to “control” or override patrons manual controls located onsaid machines. The CPU is an integral part of the computer controlsystem. Patrons have the option to accelerate and brake when desired,but the CPU and or authorized personnel have ultimate control over thepatrons. This is for traffic control emergency situations, and overallsafety of the entire system. Essentially, the CPU has control of everyaspect of said motor and braking system, but allows complete patroncontrol when safe to do so. If power to the system is disrupted, batterybackups may provide power to an emergency default mode allowing saidmachines to return to a loading dock. Patrons can then disembark safelyfrom their machines until the problem is resolved.
 7. Said trackswitching mechanism mentioned in claim 1 operates through the use of anactuator (see #250) linked to a moveable door(s) (see #225). Saidmoveable door is attached inside the track switch section of said track.Track switches having only two positions require only one door. Trackswitches having three positions require two doors parallel to oneanother and operating in tandem. The door(s) span the gap created whenone track is parted into two tracks. The door(s) create a bridge for theload wheels to roll across. Said carriage/drive system is allowed toroll freely through said track switch section when said door(s) is inany one of its discrete and proper locations. In the event that thedoor(s) jams or operates incorrect an override signal is transmitted toall said machines that are located within a specified distance. Brakesare applied immediately to prevent an impact. Said tracks dimensions andconstruction render said machine and patron by all means encapsulated bysaid track. In the event of an impact or switch failure thisconstruction proves nearly impossible for said machine to disengage fromsaid track. This is first and foremost the number one goal of thisentire system.
 8. Actuation of said door mentioned in claim 7 iscontrolled electronically or manually. Electronic control is executedthrough a variety of pathways: a. The patron riding in said machine maydecide which way they would like, the door to be positioned bymanipulating controls onboard said machine thereby sending a signal tothe CPU. Said signals may also be transmitted via automated series. Thisseries of signals would be based on the patrons desired destination. Alltrack switches en route will operate automatically shall said patronchoose the automated function. All track switch signals are received andprocessed by the CPU. Information regarding location, speed,acceleration, and deceleration of said machine(s) is gathered throughmeans of various sensors mentioned in claim
 5. In the event that one ormore machines in front of said patron have not yet past over said switchtrack section the CPU must consider those patrons' track switch commandsfirst. This system provides a safe way for each patron to switch tracksbased on their individual intentions. b. The position of said trackswitch door can also be manipulated through the means of an overrideswitch accessible only to author red personnel. c. The CPU may beprogrammed with qualifying conditions to warrant a track switchoverride. These conditions may include an emergency of any kind, orpossibly the end of the day, whereas all machines must return to saidloading dock. d. Merging tracks are always controlled by the CPU unlessotherwise performed by authorized personnel. The CPU controlsright-of-way. This decision is based on many factors including but notlimited to: Machine locations; Machine speed, acceleration, anddeceleration; Track priorities and or traffic congestion; Emergency vs.non-emergency machines.
 9. The system according to claim 1 wherein saidtrack having an uphill assist for extremely steep or non-motorizedgravity only applications. A channel (see #18 a, FIG. 3) fixed to saidtrack carries a moving line, i.e., cable, rope, chain, etc. An arm (see#17) fixed to said machine engages said line through means of a one-wayratchet or cable clutch (see #18 c). Said line is moved by means of amotor or cranking mechanism. Said line is a continuous loop whichreturns to the bottom of said incline before re-entering said channel.The inclined section of track also having one-way safely stops (see #15,FIG. 3). Said safety stops are placed at adequate distances apart fromone another. Safety stops prevent said machines from rolling downincline in the event that said line should break.
 10. The systemaccording to claim 1 wherein towers (see FIGS. 11 thru 18) are connectedto said track through means of specialized components (see FIG. 10).This system is unique to said suspended transport system. Tower to trackconnection is designed to be adjustable in many different directions.Said adjustability allows for easy efficient construction of thesuspended transport system. Simple U-bolts and brackets are customdesigned for the suspended transport system. Said Brackets provide aspace between said tower and said track. This space is provided forextraneous electrical add-ons through the use of an electrical conduit.Add-ons are installed between said tower and said track. Theconstruction described allows for easy tower replacement and repair. Inother words, nothing else needs to be disassembled in order to removesaid tower.